EP0142817B1 - Test method for an igniter system of an internal-combustion engine - Google Patents
Test method for an igniter system of an internal-combustion engine Download PDFInfo
- Publication number
- EP0142817B1 EP0142817B1 EP84113722A EP84113722A EP0142817B1 EP 0142817 B1 EP0142817 B1 EP 0142817B1 EP 84113722 A EP84113722 A EP 84113722A EP 84113722 A EP84113722 A EP 84113722A EP 0142817 B1 EP0142817 B1 EP 0142817B1
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- Prior art keywords
- ignition
- spark plug
- combustion engine
- operating state
- internal combustion
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- Expired - Lifetime
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- 238000002485 combustion reaction Methods 0.000 title claims description 13
- 238000010998 test method Methods 0.000 title claims description 8
- 238000012360 testing method Methods 0.000 claims description 17
- 238000000034 method Methods 0.000 claims description 8
- 230000001960 triggered effect Effects 0.000 claims description 6
- 239000000446 fuel Substances 0.000 claims description 4
- 238000012423 maintenance Methods 0.000 claims description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000006698 induction Effects 0.000 description 3
- 239000000203 mixture Substances 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000011143 downstream manufacturing Methods 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
- F02P17/00—Testing of ignition installations, e.g. in combination with adjusting; Testing of ignition timing in compression-ignition engines
- F02P17/12—Testing characteristics of the spark, ignition voltage or current
Definitions
- the invention relates to a test method for ignition systems of internal combustion engines in motor vehicles.
- the ignition system is checked for proper function.
- the characteristic value of the ignition voltage signal for example the maximum value
- the ignition voltage signal can also be compared with a corresponding signal from another cylinder or the ignition voltage signal of all cylinders. If these signals are the same as each other, the ignition device is OK, but if one or more of these signals deviate greatly from one another, the ignition system is likely to be faulty. However, this only allows a relatively rough statement about the condition of the ignition system.
- the invention has for its object to provide a test method of the type mentioned, which provides precise information about the element determining the condition of the ignition system and thus about the ignition system as such.
- the invention solves this problem in that, in order to test the electrode spacing of a spark plug, the desired signal is taken at the beginning of a test period and in an operating state which is at least approximately the same as the current operating state at the time of the test.
- the invention initially assumes that the condition of the ignition system is determined almost exclusively by the spark plugs which are subject to wear, since further wear parts are not present, in particular in the case of contactless ignition systems.
- Known test methods for spark plugs infer the state of the spark plugs from the level of the ignition voltage on the secondary side (cf. DE-OS 23 22 834, DE-OS 26 08 707 and US Pat. No. 2,430,069).
- the invention offers two major advantages. On the one hand, the test is carried out on the basis of the ignition voltage signal on the primary side, the amplitudes of which are far lower than the signal on the secondary side.
- the test is carried out without intervention in the ignition system, while in the known spark plug test methods the secondary-side ignition voltage signal is supplied externally with the aid of separate adapters.
- the invention thus makes it possible to continuously determine the wear of the spark plugs without intervention in the ignition system and to provide a relative statement about the condition of the spark plugs at any time during operation.
- This operating state can be, for example, the overrun operation of the internal combustion engine. Is it an internal combustion engine with so-called overrun fuel cutoff, i.e. the interruption of the fuel supply in overrun mode, the influence of the fuel-air mixture on the test result is completely excluded.
- the switch available for the detection of overrun operation for example on the throttle valve, can also be used to initiate the test method. But even without overrun cut-off, overrun mode offers the possibility to carry out the test of the spark plug under approximately the same and constant test conditions. For this purpose, it is then still necessary to take into account the speed or the speed curve of the internal combustion engine.
- the test period over which the entire test of the spark plug should extend can be chosen freely and with any starting point. In contrast, there are advantages to starting the test period with the start-up of the spark plug. This ensures that the spark plugs are in order at the beginning of the test period and that the changes in the primary-side ignition voltage signal are related to the total wear of the spark plug.
- the start of the test period can be determined arbitrarily or with the aid of a signal triggered automatically when maintenance is carried out.
- the prerequisite for the latter is that it involves maintenance in which the spark plugs are routinely replaced.
- Diagrams A and B shown in FIG. 1 show the primary-side ignition voltage signal of a spark plug with a normal (A) and too large (B) electrode spacing. It can be clearly seen that the two ignition voltage signals differ essentially in three points. Firstly, the greater the electrode spacing, the greater the maximum amplitude (a). Secondly, the larger the electrode spacing, the greater the internal voltage (b), and thirdly, the shorter the electrode spacing, the longer the burning time (d).
- the two diagrams A and B show the course of the ignition voltage signal in at least approximately the same operating state of the internal combustion engine, in the present case in overrun mode with the fuel supply switched off and the same number of engine revolutions.
- the reason for the different course of the ignition voltage signals on the primary side is a correspondingly different course of the ignition voltage, not shown, on the secondary side signals. These, in turn, have their original ash in the different electrical conditions, which depend on the electrode spacing, for the ignition spark between the two electrodes of the spark plug during the burning period d.
- the circuit shown in FIG. 2 serves to determine the ignition voltage amplitude a.
- the ignition signal between an induction transmitter, not shown, and an ignition coil, also not shown is taken off (so-called terminal 1 signal) and fed via an amplitude attenuator 1 to a low-pass filter 2, a peak value meter 3 and a pulse shaper 4.
- the output signal of the peak value meter 3 is digitized in an analog / digital converter 5 and stored in a measurement value memory 6. This is triggered by the signal from an induction transmitter (not shown) with a pulse shaper 7 connected downstream.
- the digital values of ignition voltage amplitudes for the spark plug to be tested are stored and averaged in the measured value memory 6.
- the speed is detected with the aid of the speed-proportional signals supplied by the induction transmitter to the pulse shaper.
- the constant operating state is obtained with the aid of this rotational speed and an additional signal from a switch which is arranged, for example, on the throttle valve of the internal combustion engine and which is actuated when the throttle valve is closed.
- the ignition voltage amplitude is thus determined for this operating state with the aid of averaging.
- the test method includes determining the ignition voltage amplitude in the manner described when the spark plug is started up. A signal routinely triggered when maintenance is carried out is used for this purpose. With this setpoint value obtained with the aid of the spark plug to be tested, the respective ignition voltage amplitudes are now determined in the same way, for example when the same operating conditions of the internal combustion engine are present, and compared with the setpoint value in a downstream processing stage 8. If the current value of the ignition voltage amplitude deviates from this target value by a predetermined amount, a warning signal is generated in a known manner or the degree of wear of the spark plug is indicated in the context of a service interval display.
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Ignition Installations For Internal Combustion Engines (AREA)
Description
Die Erfindung bezieht sich auf ein Prüfverfahren für Zündanlagen von Brennkraftmaschinen in Kraftfahrzeugen.The invention relates to a test method for ignition systems of internal combustion engines in motor vehicles.
Bei einem derartigen, aus der DE-OS 23 43 895 bekannten Verfahren wird die Zündanlage auf ordnungsgemäße Funktion überprüft. Hierzu wird in charakteristischer Wert des Zündspannungssignals, beispielsweise der Maximalwert, mit einem vorgegebenen Sollwert verglichen. Alternativ hierzu kann das Zündspannungssignal auch mit einem entsprechenden Signal eines anderen Zylinders bzw. können die Zündspannungssignal sämtlicher Zylinder miteinander verglichen werden. Sind diese Signale untereinander gleich, ist die Zündeinrichtung in Ordnung, weicht dagegen eines oder mehrere dieser Signale stark voneinander ab, ist die Zündanlage voraussichtlich fehlerhaft. Damit ist jedoch lediglich eine relativ grobe Aussage über den Zustand der Zündanlage möglich.In such a method, known from DE-OS 23 43 895, the ignition system is checked for proper function. For this purpose, the characteristic value of the ignition voltage signal, for example the maximum value, is compared with a predetermined target value. As an alternative to this, the ignition voltage signal can also be compared with a corresponding signal from another cylinder or the ignition voltage signal of all cylinders. If these signals are the same as each other, the ignition device is OK, but if one or more of these signals deviate greatly from one another, the ignition system is likely to be faulty. However, this only allows a relatively rough statement about the condition of the ignition system.
Der Erfindung liegt die Aufgabe zugrunde, ein Prüfverfahren der eingangs genannten Art zu schaffen, das eine präzise Aussage über das den Zustand der Zündanlage bestimmende Element und damit über die Zündanlage als solches liefert.The invention has for its object to provide a test method of the type mentioned, which provides precise information about the element determining the condition of the ignition system and thus about the ignition system as such.
Die Erfindung löst diese Aufgabe dadurch, daß zum Prüfen des Elektrodenabstandes einer Zündkerze das Sollsignal zu Beginn eines Prüfzeitraums und in einem Betriebszustand abgenommen wird, der dem aktuellen Betriebszustand im Prüfzeitpunkt zumindest annähern gleich ist.The invention solves this problem in that, in order to test the electrode spacing of a spark plug, the desired signal is taken at the beginning of a test period and in an operating state which is at least approximately the same as the current operating state at the time of the test.
Die Erfindung geht zunächst davon aus, daß der Zustand der Zündanlage nahezu ausschließlich durch die einem Verschleiß unterworfenen Zündkerzen bestimmt wird, da insbesondere bei kontaktlosen Zündanlagen weitere Verschleißteile nicht vorhanden sind. Bekannte Prüfverfahren für Zündkerzen schließen aus der Höhe der sekündärseitigen Zündspannung auf den Zustand der Zündkerzen (vgl. DE-OS 23 22 834, DE-OS 26 08 707 und US-PS 2 430 069). Im Gegensatz hierzu bietet die Erfindung zwei wesentliche Vorteile. Zum einen erfolgt die Prüfung an Hand des primärseitigen Zündspannungssignals, dessen Amplituden weit niedriger liegen als das sekundärseitige Signal. Zum anderen erfolgt die Prüfung ohne Eingriff in die Zündanlage, während bei den bekannten Zündkerzen- Prüfverfahren das sekündärseitige Zündspannungssignal extern mit Hilfe gesonderter Adapter zugeführt wird. Schließlich wird durch die Berücksichtigung des Betriebszustands der Brennkraftmaschine ein Störeinfluß auf das Ergebnis der Prüfung, der beispielsweise durch den Druck, die Temperatur und das Gemischverhältnis in dem betreffenden Zylinder ausgelöst wird, ausgeschlossen. Die Erfindung schafft somit die Möglichkeit, den Verschleiß der Zündkerzen ohne Eingriff in die Zündanlage kontinuierlich zu bestimmen und zu jedem Zeitpunkt während des Betriebs eine relative Aussage über den Zustand der Zündkerzen zu liefern.The invention initially assumes that the condition of the ignition system is determined almost exclusively by the spark plugs which are subject to wear, since further wear parts are not present, in particular in the case of contactless ignition systems. Known test methods for spark plugs infer the state of the spark plugs from the level of the ignition voltage on the secondary side (cf. DE-OS 23 22 834, DE-OS 26 08 707 and US Pat. No. 2,430,069). In contrast, the invention offers two major advantages. On the one hand, the test is carried out on the basis of the ignition voltage signal on the primary side, the amplitudes of which are far lower than the signal on the secondary side. On the other hand, the test is carried out without intervention in the ignition system, while in the known spark plug test methods the secondary-side ignition voltage signal is supplied externally with the aid of separate adapters. Finally, by taking into account the operating state of the internal combustion engine, a disturbing influence on the result of the test, which is triggered, for example, by the pressure, the temperature and the mixture ratio in the relevant cylinder, is excluded. The invention thus makes it possible to continuously determine the wear of the spark plugs without intervention in the ignition system and to provide a relative statement about the condition of the spark plugs at any time during operation.
Bei diesem Betriebszustand kann es sich beispielsweise um den Schubbetrieb der Brennkraftmaschine handeln. Handelt es sich um eine Brennkraftmaschine mit sog. Schubabschaltung, d.h. der Unterbrechung der Kraftstoffzufuhr im Schubbetrieb, so wird dabei der Einfluß des Kraftstoff- Luft-Gemischs auf das Prüfergebnis völlig ausgeschlossen. In diesem Fall kann auch der für das Erkennen des Schubbetriebs vorhandene Schalter, beispielsweise an der Drosselklappe, dazu verwendet werden, das Prüfverfahren zu initiieren. Aber auch ohne Schubabschaltung bietet der Schubbetrieb die Möglichkeit, die Prüfung der Zündkerze unter annähernd gleichen und gleichbleibenden Prüfbedingungen durchzuführen. Hierzu ist es dann noch erforderlich, die Drehzahl bzw. den Drehzahlverlauf der Brennkraftmaschine zu berücksichtigen.This operating state can be, for example, the overrun operation of the internal combustion engine. Is it an internal combustion engine with so-called overrun fuel cutoff, i.e. the interruption of the fuel supply in overrun mode, the influence of the fuel-air mixture on the test result is completely excluded. In this case, the switch available for the detection of overrun operation, for example on the throttle valve, can also be used to initiate the test method. But even without overrun cut-off, overrun mode offers the possibility to carry out the test of the spark plug under approximately the same and constant test conditions. For this purpose, it is then still necessary to take into account the speed or the speed curve of the internal combustion engine.
Der Prüfzeitraum, über den sich die gesamte Prüfung der Zündkerze erstrecken soll, kann frei und mit beliebigem Anfangspunkt gewählt werden. Dem gegenüber bietet es Vorteile, den Prüfzeitraum mit der Inbetriebnahme der Zündkerze beginnen zu lassen. Damit ist sichergestellt, daß die Zündkerzen zu Beginn des Prüfzeitraums in Ordnung sind und die Veränderungen des primärseitigen Zündspannungssignals auf den Gesamtverschleiß der Zündkerze bezogen sind.The test period over which the entire test of the spark plug should extend can be chosen freely and with any starting point. In contrast, there are advantages to starting the test period with the start-up of the spark plug. This ensures that the spark plugs are in order at the beginning of the test period and that the changes in the primary-side ignition voltage signal are related to the total wear of the spark plug.
Die Festlegung des Beginns des Prüfzeitraums kann willkürlich oder mit Hilfe eines selbsttätig bei Durchführung einer Wartung ausgelösten Signals erfolgen. Voraussetzung für letzteres ist, daß es sich dabei um eine Wartung handelt bei der routinemäßig die Zündkerzen erneuert werden.The start of the test period can be determined arbitrarily or with the aid of a signal triggered automatically when maintenance is carried out. The prerequisite for the latter is that it involves maintenance in which the spark plugs are routinely replaced.
Die Erfindung ist anhand eines in der Zeichnung dargestellten Ausführungsbeispiels weiter erläutert. Dabei zeigt
- Fig. 1 zwei Diagramme des primärseitigen Zündspannungssignals einer Zündanlage mit einer Zündkerze mit normalem und zu großem Elektrodenabstand und
- Fig. 2 eine Schaltanordnung zur Auswertung des Zündspannungssignals im Hinblick auf den Verschleiß der Zündkerze.
- Fig. 1 shows two diagrams of the primary-side ignition voltage signal of an ignition system with a spark plug with normal and too large electrode spacing and
- Fig. 2 shows a circuit arrangement for evaluating the ignition voltage signal with regard to the wear of the spark plug.
Die in Figur 1 gezeigten Diagramme A und B geben das primärseitige Zündspannungssignal einer Zündkerze mit normalem (A) und zu großem (B) Elektrodenabstand wieder. Deutlich ist zu erkennen, daß sich die beiden Zündspannungssignale im wesentlichen in drei Punkten unterscheiden. Zum einen ist die maximale Amplitude (a) um so größer, je größer der Elektrodenabstand ist. Zum zweiten ist die Brennspannung (b) ebenfalls um so größer, je größer der Elektrodenabstand ist und drittens ist die Brenndauer (d) um so länger je kleiner der Elektrodenabstand ist. Die beiden Diagramme A und B geben dabei den Verlauf des Zündspannungssignals bei zumindest annähernd demselben Betriebszustand der Brennkraftmaschine, im vorliegenden Fall bei Schubbetrieb mit abgeschalteter Kraftstoffzufuhr und gleicher Motorumdrehungszahl, wieder. Ursache für den unterschiedlichen Verlauf der primärseitigen Zündspannungssignale ist ein entsprechend unterschiedlicher Verlauf der sekundärseitigen, nicht dargestellten Zündspannungssignale. Diese wiederum haben ihre Ursasche in den vom Elektrodenabstand abhängigen unterschiedlichen elektrischen Bedingungen für den während der Brenndauer d stehenden Zündfunken zwischen den beiden Elektroden der Zündkerze.Diagrams A and B shown in FIG. 1 show the primary-side ignition voltage signal of a spark plug with a normal (A) and too large (B) electrode spacing. It can be clearly seen that the two ignition voltage signals differ essentially in three points. Firstly, the greater the electrode spacing, the greater the maximum amplitude (a). Secondly, the larger the electrode spacing, the greater the internal voltage (b), and thirdly, the shorter the electrode spacing, the longer the burning time (d). The two diagrams A and B show the course of the ignition voltage signal in at least approximately the same operating state of the internal combustion engine, in the present case in overrun mode with the fuel supply switched off and the same number of engine revolutions. The reason for the different course of the ignition voltage signals on the primary side is a correspondingly different course of the ignition voltage, not shown, on the secondary side signals. These, in turn, have their original ash in the different electrical conditions, which depend on the electrode spacing, for the ignition spark between the two electrodes of the spark plug during the burning period d.
Die in Figur 2 gezeigte Schaltung dient dazu, die Zündspannungsamplitude a zu bestimmen. Hierzu wird das Zündsignal zwischen einem nicht dargestellten Induktionsgeber und einen ebenfalls nicht gezeigten Zündspule abgenommen (sog. Klemme 1- Signal) und über einen Amplitudenabschwächer 1 einem Tiefpaßfilter 2, einem Spitzenwertmesser 3 und einem Impulsformer 4 zugeführt. Das Ausgangssignal des Spitzenwertmessers 3 wird in einem Analog-/Digital-Wandler 5 digitalisiert und in einem Maßwertspeicher 6 abgelegt. Dieser wird durch das Signal eines nicht dargestellten Induktionsgeber mit nachgeschaltetem Impulsformer 7 getriggert. Für eine vorgegebene Drehzahl bzw. in einem vorgegebenen Drehzahlbereich der Brennkraftmaschine werden die Digitalwerte von Zündspannungsamplituden für die zu prüfende Zündkerze im Meßwertspeicher 6 abgelegt und gemittelt. Die Drehzahl wird dabei mit Hilfe der von dem Induktionsgeber an den Impulsformer gelieferten, drehzahlproportionalen Signalen erkannt. Der gleichbleibende Betriebszustand ergibt sich mit Hilfe dieser Drehzahl und eines zusätzlichen Signals eines beispielsweise an der Drosselklappe der Brennkraftmaschine angeordneten Schalters, der bei geschlossener Drosselklappe betätigt ist. Damit wird für diesen Betriebszustand die Zündspannungsamplitude mit Hilfe einer Mittelung bestimmt.The circuit shown in FIG. 2 serves to determine the ignition voltage amplitude a. For this purpose, the ignition signal between an induction transmitter, not shown, and an ignition coil, also not shown, is taken off (so-called
Das Prüfverfahren beinhaltet zunächst als ersten Schritt die Bestimmung der Zündspannungsamplitude in der beschriebenen Weise bei Inbetriebnahme der Zündkerze. Hierzu wird ein routinemäßig bei Durchführen einer Wartung ausgelöstes Signal benutzt. Mit diesem, unter Zuhilfenahme der zu prüfenden Zündkerze selbst gewonnenen Sollwert werden nun beispielsweise stets dann, wenn erneut dieselben Betriebsbedingungen der Brennkraftmaschine vorliegen, die jeweiligen Zündspannungsamplituden in der selben Weise bestimmt und in einer nachgeschalteten Verarbeitungsstufe 8 mit dem Sollwert verglichen. Sofern der aktuelle Wert der Zündspannungsamplitude von diesem Sollwert um ein vorgegebenes Maß abweicht, wird in bekannter Weise ein Warnsignal erzeugt bzw. in Rahmen einer Service- Intervall- Anzeige auf den Verschleißgrad der Zündkerze hingewiesen.As a first step, the test method includes determining the ignition voltage amplitude in the manner described when the spark plug is started up. A signal routinely triggered when maintenance is carried out is used for this purpose. With this setpoint value obtained with the aid of the spark plug to be tested, the respective ignition voltage amplitudes are now determined in the same way, for example when the same operating conditions of the internal combustion engine are present, and compared with the setpoint value in a
Claims (6)
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE3341880 | 1983-11-19 | ||
| DE19833341880 DE3341880A1 (en) | 1983-11-19 | 1983-11-19 | TEST METHOD FOR IGNITION SYSTEMS OF INTERNAL COMBUSTION ENGINES IN MOTOR VEHICLES |
Publications (3)
| Publication Number | Publication Date |
|---|---|
| EP0142817A2 EP0142817A2 (en) | 1985-05-29 |
| EP0142817A3 EP0142817A3 (en) | 1986-03-26 |
| EP0142817B1 true EP0142817B1 (en) | 1991-01-16 |
Family
ID=6214752
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| EP84113722A Expired - Lifetime EP0142817B1 (en) | 1983-11-19 | 1984-11-14 | Test method for an igniter system of an internal-combustion engine |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4684896A (en) |
| EP (1) | EP0142817B1 (en) |
| JP (1) | JPS60119377A (en) |
| DE (2) | DE3341880A1 (en) |
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| US8306687B2 (en) * | 2009-11-10 | 2012-11-06 | Innova Electronics, Inc. | Method of diagnosing a vehicle having diagnostic data |
| DE102011005651A1 (en) * | 2011-03-16 | 2012-09-20 | Man Diesel & Turbo Se | Method for ignition plug selective determination of wear of ignition plugs of internal combustion engine, involves detecting whether actual value of actuating parameter or operating parameter has reached predetermined threshold value |
| CN103541852A (en) * | 2013-10-08 | 2014-01-29 | 成都泛华航空仪表电器有限公司 | Full-automation igniter testing system |
| DE102016218662B4 (en) | 2016-09-28 | 2022-01-13 | Bayerische Motoren Werke Aktiengesellschaft | Testing an electrical vehicle component |
| US11574510B2 (en) | 2020-03-30 | 2023-02-07 | Innova Electronics Corporation | Multi-functional automotive diagnostic tablet with interchangeable function-specific cartridges |
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Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2343895A1 (en) * | 1973-08-31 | 1975-03-13 | Bosch Gmbh Robert | PROCEDURE AND EQUIPMENT FOR CHECKING IGNITION SYSTEMS IN COMBUSTION ENGINEERING MACHINES |
Family Cites Families (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2430069A (en) * | 1944-12-02 | 1947-11-04 | Gilbert & Barker Mfg Co | Apparatus for testing spark plugs |
| DE2322834A1 (en) * | 1973-05-07 | 1974-11-28 | Nicholas George Festos | PORTABLE SPARK PLUG TESTER |
| DE2608707A1 (en) * | 1976-03-03 | 1977-09-08 | Daimler Benz Ag | Electrode gap checking instrument for spark plugs - measures time function of saw-tooth HV applied to gap using timer and comparator |
| US4053823A (en) * | 1976-04-22 | 1977-10-11 | Adamian Michael R | Ignition arc monitor circuit |
| DE2752244A1 (en) * | 1977-11-23 | 1979-06-07 | Baum Elektrophysik Gmbh | IC engine ignition test system - uses time variation of current in transformer primary as indication of functioning |
| DE2759155C2 (en) * | 1977-12-31 | 1986-04-03 | Robert Bosch Gmbh, 7000 Stuttgart | Circuit arrangement for detecting the spark duration in ignition devices for internal combustion engines |
| DE2811573A1 (en) * | 1978-03-17 | 1979-09-27 | Bosch Gmbh Robert | DEVICE FOR TESTING AN IGNITION SYSTEM FOR COMBUSTION MACHINERY |
| JPS56115866A (en) * | 1980-02-15 | 1981-09-11 | Nippon Denso Co Ltd | Detector of abnormality in ignition signal for internal combustion engine |
| US4394742A (en) * | 1980-10-31 | 1983-07-19 | Fmc Corporation | Engine generated waveform analyzer |
| DE3151415C2 (en) * | 1981-12-24 | 1986-11-20 | Daimler-Benz Ag, 7000 Stuttgart | Method for measuring the electrode spacing of the spark plugs of a motor vehicle and device for carrying out the method |
| US4449100A (en) * | 1982-04-05 | 1984-05-15 | Ford Motor Company | Ignition system tester |
| JPS5920866A (en) * | 1982-07-27 | 1984-02-02 | Toyota Central Res & Dev Lab Inc | Multi-cylinder engine spark plug inspection device |
-
1983
- 1983-11-19 DE DE19833341880 patent/DE3341880A1/en active Granted
-
1984
- 1984-11-13 JP JP59237710A patent/JPS60119377A/en active Pending
- 1984-11-14 DE DE8484113722T patent/DE3483952D1/en not_active Expired - Lifetime
- 1984-11-14 EP EP84113722A patent/EP0142817B1/en not_active Expired - Lifetime
- 1984-11-16 US US06/671,914 patent/US4684896A/en not_active Expired - Fee Related
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2343895A1 (en) * | 1973-08-31 | 1975-03-13 | Bosch Gmbh Robert | PROCEDURE AND EQUIPMENT FOR CHECKING IGNITION SYSTEMS IN COMBUSTION ENGINEERING MACHINES |
Also Published As
| Publication number | Publication date |
|---|---|
| US4684896A (en) | 1987-08-04 |
| DE3341880C2 (en) | 1987-10-15 |
| JPS60119377A (en) | 1985-06-26 |
| DE3341880A1 (en) | 1985-05-30 |
| EP0142817A2 (en) | 1985-05-29 |
| EP0142817A3 (en) | 1986-03-26 |
| DE3483952D1 (en) | 1991-02-21 |
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